EP0277059B1 - Schienenfahrzeug mit Lastverteilung auf die vier bezüglich des Aufbaus einstellbaren Achsen - Google Patents

Schienenfahrzeug mit Lastverteilung auf die vier bezüglich des Aufbaus einstellbaren Achsen Download PDF

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Publication number
EP0277059B1
EP0277059B1 EP88400078A EP88400078A EP0277059B1 EP 0277059 B1 EP0277059 B1 EP 0277059B1 EP 88400078 A EP88400078 A EP 88400078A EP 88400078 A EP88400078 A EP 88400078A EP 0277059 B1 EP0277059 B1 EP 0277059B1
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Prior art keywords
axles
vehicle
accordance
load
fixed
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EP88400078A
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English (en)
French (fr)
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EP0277059A1 (de
Inventor
Jean-Pierre Ragueneau
René Klima
Marie-Christine Piget
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Regie Autonome des Transports Parisiens
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Regie Autonome des Transports Parisiens
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61F—RAIL VEHICLE SUSPENSIONS, e.g. UNDERFRAMES, BOGIES OR ARRANGEMENTS OF WHEEL AXLES; RAIL VEHICLES FOR USE ON TRACKS OF DIFFERENT WIDTH; PREVENTING DERAILING OF RAIL VEHICLES; WHEEL GUARDS, OBSTRUCTION REMOVERS OR THE LIKE FOR RAIL VEHICLES
    • B61F5/00—Constructional details of bogies; Connections between bogies and vehicle underframes; Arrangements or devices for adjusting or allowing self-adjustment of wheel axles or bogies when rounding curves
    • B61F5/38—Arrangements or devices for adjusting or allowing self- adjustment of wheel axles or bogies when rounding curves, e.g. sliding axles, swinging axles
    • B61F5/44—Adjustment controlled by movements of vehicle body

Definitions

  • the present invention relates to a rail vehicle according to the preamble of the main claim.
  • the wagons intended for the transport of passengers almost all have two bogies formed by two axles and oriented relative to the body around a central pivot.
  • the load of the wagon is applied to the center of each bogie so that the load of the wagon body is in fact concentrated at two points and with a cantilever between the central point of support and the ends of the bogie since the load is transferred from the central point of the bogie to the axles.
  • railway vehicles which have only two axles with radial guidance, that is to say axles whose axis is guided so as to always pass through the instantaneous center of rotation of the track.
  • Radial guidance has the advantage of eliminating screeching in curves and undulating rail wear.
  • the use of radial axles arranged at the end of railway vehicles also makes it possible to load the axles directly and not centrally, as in the case of a bogie. The load is then distributed without overhang. However, for heavy vehicles, it is imperative to increase the number of wheels in order to stay below the limit load tolerated by the infrastructures.
  • FR-A-0795148 which is of the aforementioned generic type, rail vehicles have been proposed which comprise two assemblies each consisting of two axles which are mounted so as to be orientable independently of one another so as to produce , for each set of two axles, permanent radial guidance of the two axles.
  • the set of two axles constitutes a kind of bogie with variable geometry, and, as in the case of a real bogie, the load is applied to the center of each of said assemblies so that these railway vehicles have the drawbacks which have been described for wagons fitted with bogies .
  • the present invention relates to a railway vehicle of the aforementioned generic type, having the characteristics set out in the main claim.
  • the load is applied at four points for each of the sets of two axles, which eliminates the problems of overhang whether in the longitudinal or transverse direction; moreover, the axle load being lower, for example 22.5 tonnes, it is possible to support wagons of significant weight.
  • this configuration allows satisfactory radial guidance despite the increased weight of the vehicle.
  • FIGS 1 and 2 there is shown schematically a railway vehicle comprising two sets of two axles with radial guidance.
  • This vehicle the central part of which has not been shown, comprises a body 1 supported by two assemblies 11 and 12, each comprising two axles 2 carrying wheels 3.
  • Each axle may be an axle-axle integral with the wheels 3, but it may also be cross-members arranged above the plane of the axis of the wheels 3 and carrying the latter. They may be independent wheels or the crosspieces can be fixed on mounted axles made in one piece with the wheels 3.
  • Each set 11 and 12 is arranged in the vicinity of one end of the body 1.
  • the two axles 2 are connected by a horizontal connecting bar 4, the ends of which are mounted at articulation at 7 on the center of the axles or cross members 2 and which is mounted at articulation around a first vertical axis 8 secured to the body and arranged in the longitudinal median plane 13 of the latter.
  • each axle 2 has a connecting bar which is fixed to the latter orthogonally in its middle 7.
  • the first bar 5 has its other end fixed to articulation on the second bar 6 at a point of articulation 10.
  • the second bar 6 comprises an extension 14 beyond the point 10 of articulation with the first bar 5 and the free end of this extension 14 is fixed to articulation around a second vertical fixed axis 9 secured to the body 1; this second fixed axis is also arranged in the longitudinal median plane 13.
  • the second vertical fixed axis 9 can be located towards the end of the wagon relative to the first vertical axis of rotation 8 as is the case in the embodiment shown; according to a variant, this second fixed vertical axis of rotation can be located inside, that is to say towards the center of the vehicle with respect to the first fixed vertical axis.
  • the two second vertical axes are outside the first two vertical axes and in the second embodiment they are inside.
  • each set 11 and 12 is designed in such a way that the distance (a) separating the first two fixed axes 8 from the two sets, the distance (b) in straight alignment between the center 7 of an axle and the first fixed articulation axis 8 and the length (n) of the extension 14, that is to say the distance between the second fixed vertical axis 9 and the articulation point 10 of the two bars of link 5 and 6, verify at least approximately the following relation:
  • This variation in length is very small; so for example for a minimum radius of curvature of 30 meters a distance between set of axles (a) equal to 10 meters, half a distance between axles of the same set (2) equal to 1 meter and an extension length (b) equal to 0.25 meters, the maximum variation in length articulation bars 5 and 6 is 6.10 ⁇ 4 m and the radiality of the two axles is ensured to 6.10 ⁇ 3 degree.
  • elastic blocks can be used to connect the articulation arms to the axles or the two ends of the link arm to the axles.
  • the load is carried out on each of the axles at two points located near the wheels, so that for each set there are four support points which are not arranged in the longitudinal median plane 13 as in the case of a bogie but on the sides of the vehicle which eliminates the drawbacks due to the overhang.
  • the first fixed vertical axis of rotation 8 then does not support any load and it only carries out the guiding of each assembly without any vertical force; this also applies to the second vertical axis of rotation 9.
  • connection between the body 1 and the four axles 2 is carried out with devices having a low coefficient of friction; it is possible, for example, to use reading boards of known type.
  • the load of the rail vehicle is applied to each axle at two points close to the wheels by means of torsion springs.
  • Figures 4 and 5 illustrate an embodiment of the invention and show an assembly of two axles with radial guidance as described above.
  • Figure 5 is a top view on which the load distribution elements have been shown only on the right for reasons of clarity and
  • Figure 4 is a side view, the wheel on the left being seen from the outside and the wheel on the right being seen from the inside.
  • the car body is shown schematically by a part 41; on this part is fixed a central pivot 42 which corresponds to the first fixed vertical axis of rotation 8; the part 41 also supports a vertical axis of rotation 43 which corresponds to the second vertical axis of rotation 9.
  • a horizontal bar 44 is articulated at its two ends in the middle of each axle at 45 and it is also fixed in its middle on the pivot 42. This horizontal bar therefore corresponds to the horizontal connecting bar 4 above.
  • each axle each consist of a set of two bars 46 (respectively 48) fixed to the ends of the axle and connected to a part 47 (respectively 49).
  • These two parts 47 and 49 are articulated one on the other about a non-visible central vertical axis corresponding to the point of articulation 10.
  • One of these parts, part 49 in the example shown, comprises a extension 51 beyond its central axis of articulation; the end of this extension 51 is mounted at articulation around the pivot 43 constituting the second fixed vertical axis.
  • the load of the body is distributed over the two axles of each assembly in the vicinity of the wheels.
  • one end of the body represented by the part 41 has two wings 52 at each of the wheels 54 and 55; these wings are used to transfer the weight of the body to each of the axles in each set.
  • this weight transfer is advantageously carried out by means of readers 53 secured to the crosspiece 56. These readers are friction parts used in the railway sector to receive part of the weight of the body and transmit it to the sleeper.
  • sideboards makes it possible to obtain a load transfer while allowing any movement of the two parts bearing on one another.
  • torsion springs can also be used; these torsion springs also make it possible to absorb the relative movements of the body and the axle, and the use of these torsion reports also makes it possible to obtain a suspension and to remove the primary suspensions 57 which can be seen at each wheel in Figure 4.
  • Ball or roller tracks can also be used in place of side rails to transfer the load from the box.
  • the use of these raceways has the advantage that they have a lower braking torque than the sideboards.
  • the invention therefore makes it possible to better distribute the load and also to eliminate the beams which transmit the load from the center of the bogie to the axles in the case of a bogie; this simplifies the production of the assemblies with respect to the bogie and this results in a reduction in the structure of these assemblies.
  • the distribution of the load at four points limits the roll movements.
  • the invention makes it possible to practically double the vehicle load by maintaining a constant axle load; for example, if we accept a load of 22.5 tonnes per axle, it is possible to make heavy rail vehicles.
  • Another advantage of the invention resides in the reduction of the unloading rate in the buy-backs of cant; that is to say that in the entrances of curves with cant, no wheel is unloaded because the two axles are independent.

Landscapes

  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Vehicle Body Suspensions (AREA)
  • Automatic Cycles, And Cycles In General (AREA)
  • Platform Screen Doors And Railroad Systems (AREA)
  • Magnetic Heads (AREA)
  • Control Of Vehicles With Linear Motors And Vehicles That Are Magnetically Levitated (AREA)
  • Friction Gearing (AREA)
  • Pharmaceuticals Containing Other Organic And Inorganic Compounds (AREA)

Claims (9)

1. Schienenfahrzeug mit zwei bezüglich des Wagenaufbaues verdrehbaren Drehgestellen, deren Achsen (2) eine waagrecht liegende Gelenkstange (5, 6) aufweisen, deren eines Ende rechtwinklig zur jeweiligen Achse in deren Mitte (7) befestigt ist, wobei die eine Gelenkstange(5) mit ihrem anderen Ende an der zweiten Gelenkstange (6) in einem Punkt (10) angelenkt ist, der sich in gleichem Abstand von den beiden Achsen (2) befindet, und diese zweite Gelenkstange (6) eine über den Punkt (10) hinausragende Verlängerung (14) aufweist, deren freies Ende an einem senkrechtstehenden, auf der Längsachse des Fahrgestelles (1) angebrachten Zapfen (9) angelenkt ist, dadurch gekennzeichnet, dass die Last des Aufbaues in der Senkrechten auf zwei Punkte jeder Achse in der Nähe der Räder wirkt, und dass bei jedem der Drehgestelle die beiden Achsen (2) durch eine horizontale, mittig an einem senkrecht in der Mitte des Fahrgestelles angeordneten Zapfen (8) drehbar gelagerten Stange (4) miteinander verbunden sind, deren Enden in der Mitte (7) der Achsen (2) angelenkt sind, und der Abstand (a) zwischen den senkrechten Lagerzapfen (8) der Verbindungsstangen (4), die Länge (n) der Verlängerung (14) der zweiten Gelenkstange (6) und der halbe Abstand (b) zwischen den beiden Achsen (2) eines Drehgestelles (11, 12) in Geradeausstellung näherungsweise folgender Gleichung entsprechen:
n = 2b² a - 2b
Figure imgb0003
2. Fahrzeug gemäss Anspruch 1, dadurch gekennzeichnet, dass die Achsen (2) durch in einer von der Horizontalebene der Radachse abweichenden Ebene angeordnete Querträger gebildet werden.
3. Fahrzeug gemäss Anspruch 1 oder 2, dadurch gekennzeichnet, dass die Last des Aufbaues von Drehgestellgleitstücken aufgenommen wird.
4. Fahrzeug gemäss Anspruch 1 und 2, dadurch gekennzeichnet, dass die Last des Aufbaues von Drehstabfedern aufgenommen wird.
5. Fahrzeug gemäss Anspruch 1 oder 2, dadurch gekennzeichnet, dass die Last des Aufbaues von Kugel- oder Rollenlaufflächen aufgenommen wird.
6. Schienenfahrzeug gemäss einem der Ansprüche 1 bis 5, dadurch gekennzeichnet, dass die Verbindungsstange (4) in ihrer Länge geringfügig veränderbar ist und in den Kurven verkürzt werden kann.
7. Schienenfahrzeug gemäss einem der Ansprüche 1 bis 5, dadurch gekennzeichnet, dass die Gelenkstangen (5, 6) in ihrer Länge geringfügig veränderbar sind und in den Kurven gestreckt werden können.
8. Schienenfahrzeug gemäss einem der Ansprüche 1 bis 7, dadurch gekennzeichnet, dass die beiden senkrechten, feststehenden Zapfen (9) zwischen dem jeweiligen Fahrzeugende und dem senkrechten, feststehenden Zapfen (8) angeordnet sind.
9. Schienenfahrzeug gemäss einem der Ansprüche 1 bis 7, dadurch gekennzeichnet, dass die beiden senkrechten, feststehenden Zapfen (9) in der Fahrzeugmitte mit Bezug auf den jeweiligen senkrechten, feststehenden Zapfen (8) angeordnet sind.
EP88400078A 1987-01-16 1988-01-15 Schienenfahrzeug mit Lastverteilung auf die vier bezüglich des Aufbaus einstellbaren Achsen Expired - Lifetime EP0277059B1 (de)

Priority Applications (1)

Application Number Priority Date Filing Date Title
AT88400078T ATE66650T1 (de) 1987-01-16 1988-01-15 Schienenfahrzeug mit lastverteilung auf die vier bezueglich des aufbaus einstellbaren achsen.

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
FR8700479A FR2609677B1 (fr) 1987-01-16 1987-01-16 Vehicule ferroviaire a quatre essieux orientes par rapport a la caisse
FR8700479 1987-01-16

Publications (2)

Publication Number Publication Date
EP0277059A1 EP0277059A1 (de) 1988-08-03
EP0277059B1 true EP0277059B1 (de) 1991-08-28

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EP88400078A Expired - Lifetime EP0277059B1 (de) 1987-01-16 1988-01-15 Schienenfahrzeug mit Lastverteilung auf die vier bezüglich des Aufbaus einstellbaren Achsen

Country Status (10)

Country Link
US (1) US4986191A (de)
EP (1) EP0277059B1 (de)
JP (1) JPH078647B2 (de)
AT (1) ATE66650T1 (de)
CA (1) CA1311966C (de)
DE (1) DE3864409D1 (de)
ES (1) ES2025296B3 (de)
FR (1) FR2609677B1 (de)
GR (1) GR3002709T3 (de)
ZA (1) ZA88301B (de)

Families Citing this family (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US5191841A (en) * 1992-02-18 1993-03-09 Harsco Corporation Railroad bogie and rail grinder using the bogie
US5199359A (en) * 1992-05-20 1993-04-06 Innotermodal Inc. Steerable rail-bogie
WO2007051250A1 (en) * 2005-11-03 2007-05-10 Accu-Trakka Pty Ltd Improvements in rail wagon and road trailer arrangements
FR2921326B1 (fr) * 2007-09-24 2009-11-13 Henri Guillemaut Boggie ferroviaire a roues orientables selon la courbure de la voie
US9688293B2 (en) * 2011-10-26 2017-06-27 Nippon Steel & Sumitomo Metal Corporation Method and device for steering truck of railway vehicle, and truck
KR101352047B1 (ko) * 2012-11-13 2014-01-22 한국철도기술연구원 대륙철도차량용 대차의 주행안정화 장치

Family Cites Families (13)

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Publication number Priority date Publication date Assignee Title
US90513A (en) * 1869-05-25 Zebina eastman
US727918A (en) * 1902-06-07 1903-05-12 Sherburn M Merrill Radial car-truck.
BE411390A (de) * 1934-09-26
DE647102C (de) * 1934-09-26 1937-06-28 Sig Schweiz Industrieges Gleisfahrzeug mit mindestens einer Achsgruppe von zwei zwangslaeufig durch den Ausschlag des Wagenkastens radial gelenkten Achsen
DE810991C (de) * 1949-02-10 1951-08-16 Roman Dipl-Ing Liechty Achssteuereinrichtung fuer die Radachsen von in einem Drehgestellrahmen gelagerten Lenkgestellen
DE876249C (de) * 1950-07-25 1953-05-11 Deutsche Bundesbahn Achssteuerung fuer vorzugsweise zweiachsige Schienenfahrzeuge, deren Radsaetze durchdie Spurkranzfuehrungskraefte bogensenkrecht gesteuert werden
US3961582A (en) * 1971-10-14 1976-06-08 Hamilton Neil King Paton Articulated railcar
US4781124A (en) * 1974-01-31 1988-11-01 Railway Engineering Associates, Inc. Articulated trucks
US4323015A (en) * 1980-03-31 1982-04-06 Russell, Burdsall & Ward Corporation Roller side bearing mounting system and method
US4819566A (en) * 1985-08-13 1989-04-11 Urban Transportation Development Corp., Ltd. Stabilized steerable truck
JPS6291360A (ja) * 1985-10-18 1987-04-25 東急車輌製造株式会社 鉄道車両用台車
JPH0741836B2 (ja) * 1986-01-29 1995-05-10 財団法人鉄道総合技術研究所 自己車軸操舵台車
US4823706A (en) * 1986-11-10 1989-04-25 The Ani Corporation Limited Railway wagon suspension system

Also Published As

Publication number Publication date
ZA88301B (en) 1988-09-28
ES2025296B3 (es) 1992-03-16
JPS63279967A (ja) 1988-11-17
FR2609677A1 (fr) 1988-07-22
FR2609677B1 (fr) 1991-12-27
GR3002709T3 (en) 1993-01-25
ATE66650T1 (de) 1991-09-15
DE3864409D1 (de) 1991-10-02
CA1311966C (fr) 1992-12-29
JPH078647B2 (ja) 1995-02-01
EP0277059A1 (de) 1988-08-03
US4986191A (en) 1991-01-22

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